Train signaling device.



(No Model.)

W, A. & B`.- S. H'. HAHR|S. TRAIN SIGNALING DEVICE.

(Application filed Aug. 28, 189B.)

Pafntad July Il, I8I99 3 Sheet-Shmet I fm: nomas persas ce. pnc'rauwo.,w

/Nl/f/v @H3 W. 4. Harrow.

mmoN. n. c.

No. 628,796. Patented July Il, |899.

w. A a B. s. H. HARRIS. TRAIN SIGNALING DEVICE.

. (Application Bled Aug. 26, 1898.) (No Model.) 3 Sheets-Sheet 2.

A TTQHNEYS.

No. 628,796. Patented ,luly Il, |8199.

w. A. & s. H. HARRIS.

TRAIN SIGNALING DEVlGE.

(Application tiled Aug. 26, 1898.)

("0 Modelu 3 sheets-sheet s.

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IVILLIAM A. HARRIS AND BENJAMIN S. H. HARRIS, OFy GREENVILLE, SOUTHCAROLINA, ASSIGNORS OF ONE-FIFTH TO OSCAR E. HUGHES, OF SAME PLACE.

TRAlN'sleNALlNe DEvlcE.

SPECIFICATION forming part of Letters Patent No. 628,796, dated July 11,1899. Application filed August 26, 1898. Serial Nw 689,593' (N0 11105613To all whom. it 71mg/ concern:

Be it known that We, VILLIAM A. HARRIS and BENJAMIN S. 1I. HARRIS,citizens of they which the following is a specification.

. This invention is an improvement in signaling devices forrailway-trains employing automatically-operated iiuid-pressu re brakeswherein the brakes are held released by pressure in the brake-pipe andare set by a proper diminution of pressure in said pipe.

The object ot' the invention is to provide simple constructions wherebyto sound a signal to the engineer by a vslight reduction of pressure inlhe train-pipe without necessitating the use of a separate signal-pipeparalleling the brake-pipe by placing a signaling device in directconnection with the train-pipe between the 'engineers valve and thetrainline, such signaling device forming a part of the train-pipe andpermitting the transmission of signals from any car by a slightreduction of pressure in the train-pipe by the operation ot' theconductors discharge-valve, such slightreduction heilig insuflici'ent toset the brakes.

The invention consists in certain novel constructioi'isand combinationsof parts, as will be hereinafter described, and pointed out in theclaims.

In the drawings, Figure l is a general elevation in the nature ot' adiagram, showing the improved device and the part-s con neet-ed thereto.Fig. 2 is an enlarged section of the signaling device. Fig. 3 is adetail section on about line 3 3, Fig. 2. Fig. 4 is a cross-sectionalviert1 on about line 4 4 of Fig. 2. Fig. 5 is a det-ail perspectiveview, part'in section, of the several parts of the main lvalve detached.Fig'. 6 is a longitudinal section of the improved conductor-signalingvalve, and Fig. 7 is a cross-section taken on about line 7 7 of Fig. G.

In carrying out our invention we employ a suitable casing A, having achamber for the main valve, which chamber is preferably made with thecylinders B and O of different diameters, the cylinder B being largerthan the cylinder C, and a valve-seat e" being provided atthe junctureof said cylinder.

The main valve D is composed of the whistle-valve F and the body E, thelatter having the heads E E2, operating, respectively, in the cylindersB and Gand connected by the stem E3.

The Whistle-valve F is pressed by spring F to its seat F2 and has itsstem F3 slidably 6o without aiecting the whistle-valve, but cannot movedown without opening such valve and sounding the signal.

The head E2 has the flange or rim El of suiicient length to operate inconnection with certain lateral ports opening through the cyl- 7o inderC, as presently described.

' In connection with the main valve D we prefer to provide what forconvenience of reference we term the stop-valve G, the

check-valve J, the escape-valve I, and

the lequalizing-valve H.

The stop-valve G controls a port K', leading` from the passage or line Kinto thel cylinder B above the head E'. rlhe line-passage K opens at K2into the cylinder C. The open- 8o ing or port K2 is of considerable areaboth laterally and in the direction of length of the cylinder C andpreferably has a slight downward extension K3 toward the coupling K4 forthe train-pipe. from passage K2 into the cylinder C below the head E2 atall times; but when the valve is lowered by reduction of pressure in thetrainpipe to cause the sounding of the signal the downward extension K3is almost but hardly 9c closed. When the valve E is lowered, its head Emoves onto the seat c and at the same time engages upon the portion I'of the escape-valve I and lowers such valve to open the escape-port I2to permit the escape of air 95 from above the seat e'-that is to say,from between said seat e and the valve E-and prevents the repetition ofthe sounding of the whistle by the vibration of the air in thetrain-lindas will be more fully described in 10c This permits the air topass to its seat by the springt' bearing beneath the fiange i'.

The check-valve J seats on the upper edge of the nut J', which ischambered for the passage'of the air from the cylinder C at J2, thevalve being adapted to permit the passage of the airwhen the valveisraised. rllhis valve seats by gravity, is guided by its stem J3, andcontrols the by-passj in communication with the upper portion of thecylinder B. The Valve J is leaky, being preferably perforated at j' topermit the limited passage of air at all times when the port J2 isunobstructed.

The equalizing-valve'H has a piston H, which loperates in a cylinder H2alongside the lower cylinder O, and the valve is pressed in oppositedirections bythe springs H3 and H4 y bearing on opposite sides ot' thepiston H.

The valve H seats at and is provided with a contracted leak-passage It',which permits the gradual lilling of the signal-reservoir and preventssuch reservoir from filling too rap-vv idly, as will be presentlydescribed. A port h2 connects the cylinder C with the cylinder H2 andoperates to permit the passage of pressure to seat the valve H whenpressure below the pist-on H' overbalances that above the same, as isthe casein charging the trainline.

The valve H controls the passage M, which Opens into the cylinder B, anda contracted passage M' leads from the upper portion of the saidcylinder and intersects the passage M, it being understood that theseveral leakpassages, in addition to their other functions, operate topreserve the desired balance or equalization of pressure.

In Figs. 2 and 3 we have traced the passage of the air in charging thetrain-line and connections thereof by a straight line (th-us, throughour signal device, the same line showingthe passage of the air incharging the relative parts ofour device all simultaneously. In Fig. 2we have shown by a long and short dash-line (thus,

j how the air passes through and from the relative parts of our devicewhen the engineerapplies thebrakes. WVehavealsoshown in Fig. 2 a dashand cross line(thu,s, X -X X )showing the movement and passage of theair which follows the reduction of air made in the train-line with theconductors discharge-valve and causes the whistle to blow, and we willnow proceed to a description of the operation of the construction, asshown and before described.

As will be seen from Fig. 1, in the charg- 'ing of the main valve withcompressed air through our device the main valve is held normallysuspended by the combination of devices before describethso as to keepit a certain distance from its seat in practice about one-sixteenth ofan inch. Now when of air through to thetrain-line and relative parts ofsignal device. While the train-pipe line is being charged,it will beseen thatthe air finds its way into the signal-reservoir through port J2through the chambers of nut J, lifting the light gravity-check J off ofits'seat, passing by the perforated edge of valve J on through the portjinto the reservoir, as shown by the solid line, when engineers brake andequalizing-valve are in running position. It will be well to note herethat when the engineers Valve is in running position the iiowof air tothe signal-reservoir is limited through a small port or opening. In thefullrelease of brakes after they have been set the engineers valve isputin what is known as the fullrelease position, communicating fullywith the main reservoir and train-line. rlhis is done to quickly restorethe pressure in trainline and auxiliary reservoirs. To operate when thisfull release is made, we have provided in our device an equalizing-valveI-I, which is actuated by air through port h2 into its lower chamber,driving the valve up against its seat h, so the air must pass through,

the small port 71, to the signalreservoir. This is done to prevent thesaid reservoir from filling more rapidly than the train and causing thewhistle to blow at the instant the engineer-s valve is turned in runningposition. The spring H4 is so set that the valve never moves up to itsseat h when transmitting signals in a natural way-viz., the reduction ofair in train-line made by the conductor or other employee by the use ofthe car discharge or conductors discharge-val ve. The air nds its way tothe signal-reservoir in the course already described fast enough t0reestablish the pressure in transmitting signals; but in-the fullrelease of brakes we found it filled too quickly and have provided theequalizing-valve H to govern the ow, as described,` and the springsactuating the equalizing-.valve are so set as to prevent the said valvefrom closing on seat h, except in the full release ot' the engineersvalve. We now come to the application of brakes by what is known as theservice stop, by which is meant a slow reduction of air from thetrain-line through engineer-s brake-valve. It should be understood thatno application of the engineers brake-valve will cause our signal tosound, because the air is taken from all parts equally, with theexception of weight of valve E, which the air must necessarily lift toflow out through port k2, and the check G, which is but a tril'le andamounts to nothing in air-brake practice.

We now come to the emergency'application of the brakes by the engineer,by which is meant putting the brake on with all-its power instantly.This application of the brakes does not necessitate emptying thetrain-line, but is fully accomplished by making a quick reduction of tento fifteen pounds of air from the train-line. This'puts the triplevalves in action iirst next to the engine and they work ICO IIS

" only.

automatically throughout the train in the well-known manner. Nomatter.if there be ten or iiftycars, as soon as 'the engineer has made thereduction desired he puts his valve 1 on lap, which is done in mostcases before all the triples have worked, if it be a very long train.However, if there were only one left to Work after the engineer haslapped his valve, if there was not some mechanical arrangement toprevent it, it would cause the signal-whistle to blow unnaturally,because the action of that triple would lower the pressure intrain-line; but we have so arranged our valve-casing and valve that whenthis quick reduction is made the air rushing from the train-line drivesthe valve D up to the fullest extent, or, as indicated by dotted lines,moving above the passage M, leading to the signal-reservoir or partlyso,leaving a sufcient pressure in the said reservoir to hold the valve insaid position for a few seconds The equalizing-valve H lets any pressurein excess of a sufficient amount to hold the valve D up escape into thetrain-line by the pressure in reservoir driving-valve H down againstspring H3, opening port h2,which spring H3 is set to only resist asufficient pressure to blow the whistle and hold up this valve D, thesame strength of spring answering for both purposes. The valve D is heldin this position till air equalizes through the small hole M made in thecasing, and thence through passage M, lifting check G and emptying intothe train-line. The brakes may also be set by the cond uct-orsbrake-valve, which is suitably located in every passenger-car equippedwith air-brakes. 'When the brakes are set by this valve X, it causes thewhistle to blow a little longer than a usual length of time, thepressure equalizing to a certain eX- tent by valve H moving down andopening port h2 to the signal-reservoir. In the regular transmission ofsignals this valve H never passes down by the port h2 except when thebrakes are set by a conductors brake-valve, as described, or a car orears are added to the train and air-coupled, when it will pass down bythe port h2 and equalize air, as described, and in both instances blowthe whistle,which is not objectionable, but desirable, as it indicatesto the engineer that the air has been coupled or the brake applied.

ln using our signal device any practical discharge-valve may be used bythe train man, if done carefully, so as not to set the brakes; but weprefer the car discharge -valve N, (shown in Figs. l, 6, and 7,) whichconsists of a suitable size chamber N with a cap N2,

the said chamber being turned out in the ,bottom and having a rotaryvalve N3 fitted thereon and having openings N4 and N5 registering withports N and N7. Vhen the valve is standing in a normal position, port N5is registered with port N7, which communicates the chamber A with theatmosphere. When the valve is turned until it strikes the stoppin O, itcommunicates the air from trainline to chamber N through ports N4 N6. Inthe meantime it closes the atmosphere connection U5 N 7. As the chamberfills the reduction of pressure causes the Whistle to blow, and the sizeof chamber N is such that you cannot set the brakes with this valve. Thevalve-stem O2 extends through the cap O3 and has a lever or handle O4,to which the operating-cord is fastened in holes O5. The valve N3 isheld to its seat and is actuated by the spring P. In the cap O3 is arecess, and fitted therein is a rubber packing P' to keep the air fromescaping by the stem of the Valve.

\Ve will now describe the operation of our valve in transmittingsignals. vVhen a reduction of air is made in the train rear or back ofsignal device accidentally by coupling on more cars, setting the brakesby cenductors brake-valve, or in the natural way by using the cardischarge-valve N, it will cause the valve E to travel down to its seate'. This valve E, Fig. 2, pushes down the valve I, Fig. 2, which opensthe small hole I2 to the atmosphere, thereby emptying the chamber ofvalve I and the cavity formed by the valve E, taking its seat e. Thepurpose of this arrangement just described is to prevent a double soundof the whistle by a single reduction and to give us the length ofwhistle sound desired without having to set the brakes to get it. Asmall reduction of the air in the train-line Will bring valve E, Fig. l,to its seat e', and at the same time it closes the small port J2, thatleads to the signal-reservoir, and moves down the Valve I, which opensthe hole l2, as described, and brings down with it the valve F bycompressing the spring F', which opens up communication through thesmall port to the Whistle, which causes it to sound as the air passesout tothe atmosphere. It will be noticed that while the valve D is inwhistling position the pressure from engineers valve has but very littletendency to move the valve E either up or down, and,furthermore,While itis in whistling position the pressure in the signal-reservor above headE is operating against a larger area than the pressure in the train-lineis. The air must therefore'escape from the signal-reservoir,through thewhistle untill a sufficient amount is discharged to give the traiulinethe advantage, when the valve E will move up in its normal position andall parts equalize, as hereinbefore described. We havea small holej',shown in check-valve J, to supply any leakage that might be in thetrain-line; but it will not affect the operation of the whistle.

It is evident from the foregoing that the valve E is useful in operatingthe whistle by a slight reduction in the train-pipe, permits the settingof the brakes Without operating the signal, and also permits thecharging of TIO IIS

the train-pipe without affecting the signaling i gency-valve, combiningthe three functions in a single device.

The valve E is regarded as a feed-valve, because it must move up toaccommodate the iiow ofair to the train; as an emergency-valve, becausein the emergency application of the brakes the valve E is forced up bythe gush of air from the train-line into the position shown in dottedlines, Fig. 2, being held in that position by the pressure in thereservoir a few seconds only till the air can equalize, as beforedescribed,and as a whistle-valve,be cause it serves to actuate the valveF, which opens communication from the reservoir to whistle.

Having thus described our invention, what we claim, and desire to secureby Letters Patent, is-

l. An apparatus substantially as described comprising the main-valvebody having pistons of different diameters rigidly connected wherebythey move in unison, the casing having cylinders receiving said pistonsand the whistle or signal valve connected with the outer side of thelarger piston and arranged for operation by the main-valve body, subtionwill correspondingly operate the whistlevalve and may move in theopposite direction independently of the whistle-valve, the port of thewhistle-valve being in direct communication with the chamber in whichthe outer piston of the main-valve body operates whereby the pressureadmitted to said chamber will operate the valve to open the whistleportand will then operate to sound the whistle, substantially as set forth.

4. An apparatus substantially as described comprising the casing havingcylinders of different diameters, a valve-seat between said cylinders,and a vent adjacent to such seat, the main-valve body having pistonsoperating in such cylinders, an escape-valve controlling the vent andarrangedfor operation by the main-valve body, and the whistle or signalvalve arranged for operation by the said valve-body, substantially asset forth.

5. The combination of the casing having cylinders of differentdiameters, the valveseat between the same and the vent adjacent to saidvalve-seat, the main valve having pistons of different diametersoperating in said cylinders, the larger piston seating on thevalve-seat, the escape-valvecontrolling said vent and arranged to beengaged and positively operated in one direction by the main valve and aspring for operating the escapevalve in the opposite direction,substantially as set forth.

6. In an apparatus substantially as described, the combination of thecasing having cylinders, a valve-seat between the same, and a ventadjacent to said seat, the main valve having pistons operating in saidcylinders and the escape-valve controlling said vent and arranged foroperation by the main valve, substantially as set forth.

7. An apparatus substantially as described comprising the casing havingcylinders of different diameters, the main valve having pistons ofdifferent diameters operating in said cylinders and spaced apart andmeans whereby pressure may be admitted between and on the opposite sidesof said pistons, such pistons being rigidly connected whereby they movein unison and the whistle-valve slidably connected with the outer sideof the larger piston of the main valve, substantially as set forth.

S. The combination of the air-brake pipe and the engineers valve, theconductor-s release-valve arranged in the train line, the main valvehaving a whistle-valve and a body portion connected with thewhistle-valve and movable in one direction with and in the oppositedirection independently of the whistlevalve, and connections whereby alimited reduction of pressure in the train-line willoperate themain-valve body portion to open the whistle-valve and whereby thecharging of the system and setting of the brakes may be effected withoutsounding such whistle, the whistle-valve and the main valve being indirect communication wherebythe pressure admitted to the main valve toopen the whistle-valve may subsequently operate the whistle,substantially as set forth.

9. In an apparatus substantially as described the combination of thecasing, the main valve having pistons of different diameters spacedapart and rigidly connected for movement in unison and means controllingthe pressure against the outer sides of and between said pistons and thewhistle-valve slidably connected with the outer side of the largerpiston ofsaid valve, substantially as set forth.

10. In an apparatus substantially as described, the combination of thecasing havi'ng cylinders of ditferent diameters and a by-pass openinginto the larger cylinder near its upper end and having a port leadinginto the lower cylinder, a stop-valve in said bypass, the whistle-valve,and the main valve having its body portion provided with pistons ofdifferent diameters operating in the said cylinders, the smaller pistonbeing arranged to control the port of the by-pass, substantially asdescribed.

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11. The combination of the casing, the signaling-reservoir connectedtherewith, the equalizing-valve controlling the connection between thesignaling-reservoir and the casing and having a piston arranged to beacted on by pressure in the latter and the signaling' reservoirconnected with such casing of the equaliZing-valve having a contractedopening permitting the limited'passage of pressure to the said reservoirwhen the equalizingvalve is closed, substantially as set forth.

14. The combination of the casing having a joint for connection with thesignaling-reservoir, an equalizer-valve controlling the passage ofpressure to such joint and having a contracted passage or opening insaid valve, a piston on the valve arranged for operation by pressure inthe casing and spring devices balancing the said equaliZing-valve,substantially as set forth.

15. The combination of the casing having the cylinder for the main valveand the passage leading therefrom to connect with thesignaling-reservoir and a contracted opening intersecting said passageand opening into the cylinder above the said passage, and theequalizing-valve controlling said passage and arranged for operation bypressure from the casing, such equalizing-valve having a contractedopening to permit the limited passage of pressure when the valve isclosed, substantially as set forth.

16. In an apparatus substantially as described, the combination of thecasing having upper and lower cylinders of different diameters, thepasssage or line for connection with the engineers valve having a portopening into the lower cylinder and a port leading into the uppercylinder and a check controlling the latter port, the main valve havingthe body provided with `pistons of different diameters and thewhistle-valve having an actuating-spring and slidably connected with thebody of the main valve, substantially as set forth.

17. In an apparatus substantially as described, the combination of thecasing having cylinders B and C, a cylinder H2, a passage M and portsh2, the main valve having the whistle-valve and the valve-body providedwith pistons tting the cylindersB and C and slidably connected with thewhistle-valve, and the equalizing-valve having opening h', the piston H'operating in the cylinder H2 and the springs for actuating the saidequalizingvalve, substantially as set forth.

18. In an apparatus substantially as described, the combination of thecasing havingthe signaling-valve having the valve-body, theequalizing-valve and connections for controlling the feed of pressure tothe signalingreservoir, the release-valve by which to avoid the repeatedsounding of the signal, and the check-valve by which to control thepassage of pressure to the upper side of the valvebody, allsubstantially as set forth.

19. The combination of the casing having the Whistle-port and thecylinders of different diameters and the main valve having awhistle-valve fitted to the whistle-port, a spring for normallyseatingsnch valve and the mainvalve bodyhaving pistons of differentdiame- -ters and iitted to the cylinders of the casing and devices bywhich the said whistle-valve and valve-body are slidably connected,substantially as set forth.

20. In an apparatus substantially as described, the combination with thetrain-line and a device connected therewith and adapted to sound asignal on a slight reduction of pressure in the train, of acardischarge-valve, having a chamber provided with ports communicatingwith the train-line and with the atmosphere and a rotarily-movable valvecontrolling such ports whereby the port to the atmosphere may be closedand that to the train-line'opened to permit a filling of the chamber,the port leading to the atmosphere opening when that communicating withthe train-line is closed, substantially as set forth.

21. In atrain signaling apparatus, thecombination of the casing, themain valve having a body and a Whistle-valve slidably connected with theouter side ot' the body whereby the latter will open the whistle-valvewhen moved in one direction and may be moved in the other directionindependently of the whistlevalve and connections whereby a reduction ofpressure in the train-pipe will move the valvebody to open thewhistle-valve, and other variations in pressure will operate thevalvebody in the opposite direction, the whistlevalve and the outer sideof the valve-body being in communication whereby the pressure admittedto the main-valve body to operate the whistle -valve may subsequentlysound the whistle, substantially as set forth.

WILLIAM A. HARRIS. BENJAMIN S. H. HARRIS.

Witnesses to the signature of William A.

Harris:

H. J. HAYNswoRTH, D. U. JACOB. p

Vitnesses to the signature of Benjamin S. H. Harris:

SoLoN (LKEMON, PERRY B. TURPIN.

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